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252 SMITHSONIAN ANNALS OF FLIGHT FIGURE 4.—Rocket fighter plane BI-1. the horizon) and after the engine stopped, to pass on to a gliding flight. For this purpose the rocket was provided with an automatic device, of a fairly primitive type, to deflect the elevators as predetermined by a prescribed time program. The first flights, however, performed in May 1934, showed that the 06/1 rocket motion was unstable. The rockets caused it to do loops, barrel-rolls, and other aerobatic figures but the design trajectory could not be obtained. Therefore, the next 06/III winged rocket (known later as a 216 rocket) was provided with ailerons in addition to elevators. For this purpose a two-axis gyroscopic autopilot was specially designed at RNII under the guidance of S. A. Pivovarov. The methods of trajectory calculation in 1934-35 could be understood by referring to a system of equations (Figure 5) which were to be solved mathematically. Later, in 1936-38, the methods of calculating dynamic flight were considerably improved by engineer B. V. Raushenbakh; the rocket motion relative to the center of gravity acted upon by the autopilot was given special attention; and dynamic stability of the rocket was also considered. Characteristics of the 216 rocket were: Takeoff weight, 80 kg; maximum thrust of the 02 alcoholoxygen engine (OR-2 modified), 100 kg; propellant weight, 12 kg; wing area, 1.5 m 2 ; takeoff speed, 36 m/sec; and maximum flight speed, 180 m/sec. Figure 6a shows a full-size 216 rocket under windtunnel tests. Figure 6b shows the main power plant elements mounted on the rocket thrust frame, also the wing-mounted oxygen tanks, a cylindrical alcohol tank, an 02 engine, and tanks of air to force the propellants out of the tanks and to drive the autopilot servo units. Figure 6c shows the GPS-2 gyroscopic two-axis autopilot. (z.^-PCo^-^-Gointff $-v&=P-6in«+R-60>!>fr I 1 M a FIGURE 5.—Equations used for flight trajectory calculations. The 216 rocket was fired from a special catapult (Figure 6d) which was, essentially, a launching trolley, complete with one or three solid-propellant rockets, that slid on guide rails over a distance of 60 m. Figure 7 compares the design and experimental results for two launchings of reduced-size mockups of the 216 rocket. During the test flights, motion pictures of the takeoff were taken to determine the speed at which the rocket left the trolley. Special recording devices were employed to register the movement of the elevator and ailerons. Some of the rockets were provided with sodium flares to indicate flight trajectories. Four 216 winged rockets were tested between 9 May and 4 November 1936, but only two firings went relatively successfully off the trolley. One of the rockets began to make a dead loop because of
NUMBER 10 253 FIGURE 6.—a, Model of the 216 winged rocket (1933-36) mounted in wind tunnel; b, basic components of the 216 winged rocket; c, gyroscopic autopilot GPS-2 for the 216 rocket; d, catapult for winged rockets 216 and 212.
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I L SfS HK5M SMITHSONIAN ANNALS OF
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A Bibliographic Note The series Smi
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SMITHSONIAN ANNALS OF FLIGHT Throug
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VI SMITHSONIAN ANNALS OF FLIGHT 19.
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1 Some Jet Propulsion Formulas of O
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NUMBER 10 — — —— . . . -
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SMITHSONIAN ANNALS OF FLIGHT FIGURE
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During these years, in which the fu
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18 3. French Patent 318,667, 13 Feb
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Appendix Considerations Concerning
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NUMBER 10 In the present case, ther
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NUMBER 10 27 III Let us consider wh
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NUMBER 10 29 = 2100 sec, the rate w
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NUMBER 10 31 bring us far away from
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42 Figure 15. The dispersion of the
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44 SMITHSONIAN ANNALS OF FLIGHT sys
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Robert H. Goddard and the Smithsoni
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NUMBER 10 to help Mr. Goddard in de
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NUMBER 10 61 flash powder which mig
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NUMBER 10 63 FIGURE 5.—Modificati
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NUMBER 10 tion for a U.S. patent on
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NUMBER 10 69 70. Goddard to Abbot,
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72 SMITHSONIAN ANNALS OF FLIGHT lif
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Recollections of Early Biomedical M
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NUMBER 10 r FIGURE 2.—First biome
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FIGURE 4.—Presentation by Dr. Con
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Astrodynamics is defined in terms o
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NUMBER 10 83 But it should be recog
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NUMBER 10 85 were experimenting in
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Vladimir Mandl: Founding Writer on
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NUMBER 10 89 PATENTNl OftAD REPUBLI
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10 Developments in Rocket Engineeri
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NUMBER 10 93 FIGURE 2.—The first
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NUMBER 10 FIGURE 4.—The ORM-9 eng
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NUMBER 10 97 FIGURE 9.—ORM-50 eng
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NUMBER 10 99 Section along AA Firin
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NUMBER 10 101 FIGURE 13.—The expe
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11 A Historical Review of Developme
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NUMBER 10 105 FIGURE 5.—Lithergol
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NUMBER 10 that the possibility of a
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NUMBER 10 109 the contrary; we then
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NUMBER 10 111 rocket combustion cha
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12 On the GALCIT Rocket Research Pr
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NUMBER 10 115 The undertaking we ha
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NUMBER 10 117 advise on the support
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NUMBER 10 methyl-alcohol rocket mot
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NUMBER 10 121 5. "Rocket Performanc
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NUMBER 10 123 FIGURE 5.—Overall v
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NUMBER 10 on the possibility of usi
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NUMBER 10 33. Letters (note 14). 34
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15 Ludvik OcenaSek: Czech Rocket Ex
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NUMBER 10 159 FIGURE 2.—Ludvik Oc
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NUMBER 10 161 FIGURE 5.—Ludvik Oc
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NUMBER 10 163 FICURE 6.—a, Launch
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NUMBER 10 165 quarry near Prague. E
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168 SMITHSONIAN ANNALS OF FLIGHT re
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17 First Rocket and Aircraft Flight
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NUMBER 10 179 The rocket project wa
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NUMBER 10 181 FIGURE 2.—Second st
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NUMBER 10 FIGURE 3.—DM-2 ramjet e
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18 On Some Work Done in Rocket Tech
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NUMBER 10 187 FICURE 3.—Launching
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NUMBER 10 189 on the smoked tape. A
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NUMBER 10 191 FIGURE 9.—Indicatin
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NUMBER 10 193 FIGURE 13.—Control
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NUMBER 10 195 2000 rpm by rotating
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NUMBER 10 197 Lubricant ^ 9a' " FIG
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NUMBER 10 199 of radio signals to t
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NUMBER 10 301 Figure 6 shows these
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304 Frank-Kamenetskiy, D.A., 193 Fr
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306 SMITHSONIAN ANNALS OF FLIGHT Ro
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